5. INFORMACIÓN DE LA OPERACIÓN, DE LA CONSERVACIÓN Y DEL MANTENIMIENTO
5.2.1. Experiencia y capacidad en Operación
Introduction
On 1 December 2006, ICAO released a State Letter informing recipients that the President of the Council had approved Amendment 15 to the fifth edition of the Procedures for Air Navigation Services – Aircraft Operations, Volume 1 - Flight Procedures (PANS-OPS, Doc 8168) for applicability on 15 March 2007.
The nature and scope of the amendment to Volume I included updates to the procedures for the nomination of noise preferential runways and to introduce the authority of the pilot-in-command to refuse, for safety reasons, a runway offered for noise abatement purposes.
Whilst full details can be found in State Letter, reference AN 11/19-06/97, the text that follows quotes or summarises the amendments that address aircraft handling with reduced power (Section 3) and noise abatement procedures (Section 7).
Tasked by the Air Navigation Commission, the Operations Panel had in mind the need to clarify many of the former texts that appeared perplexing or ambiguous in meaning. The Panel sought, when amending Section 7 Chapter 2, to remove forever the possibility that flight crews would find themselves expected to accept a runway offered for noise abatement reasons when this would not be safe. The Panel had in mind the BAe 146 accident at Zurich (night, non-precision approach, low ceiling, poor visibility and a crosswind) when drafting the revised text.
Reduced Power Take-off (Section 3, Chapter 1)
Reduced power should not be required in adverse operating conditions such as:
1. If the runway surface conditions are adversely affected (e.g. by snow, slush, ice, water, mud, rubber, oil or other substances);
2. When the horizontal visibility is less than 1.9 km (1NM);
3. When the crosswind component, including gusts, exceeds 28 km/h (15 knots); and
4. When wind shear has been reported or forecast or when thunderstorms are expected to affect the approach or departure.
Noise Abatement Procedures (Section 7)
Noise Preferential Runways and Routes (Section 7, Chapter 2)
2.1.1 A runway for take-off or landing, appropriate to the operation, may be nominated for noise abatement purposes, the objective being to utilize whenever possible those runways that permit aeroplanes to avoid noise-sensitive areas during the initial departure and final approach phases of flight.
2.1.2 Runways should not be selected for noise abatement purposes for landing operations unless they are equipped with suitable glide path guidance, e.g. ILS, or a visual approach slope indicator system in visual meteorological conditions.
2.1.3 A pilot-in-command, prompted by safety concerns, can refuse a runway offered for noise preferential reasons.
2.1.4 Noise abatement shall not be a determining factor in runway nomination under the following circumstances:
1. If the runway surface conditions are adversely affected (e.g. by snow, slush, ice, water, mud, rubber, oil or other substances);
2. For landing in conditions:
a. when the ceiling is lower than 150m (500 ft) above aerodrome elevation or the horizontal visibility is less than 1,900 m; or,
b. when the approach requires vertical minima greater than 100 m (300 ft) above aerodrome elevation and:
i) the ceiling is lower than 240 m (800 ft) above aerodrome elevation; or ii) the visibility is less than 3,000 m;
3. For take-off when the visibility is less than 1,900 m;
4. When wind shear has been reported or forecast or when thunderstorms are expected to affect the approach or departure;
5. When the crosswind component, including gusts, exceeds 28 km/h (15 knots) or the tailwind component, including gusts, exceeds 9 km/h (5 knots).
Aeroplane Operating Procedures (Section 7, Chapter 3)
3.1.1 This chapter provides guidance with regard to noise mitigating measures associated with the development and/or application of departure climb, approach, and landing procedures and the use of displaced runway thresholds.
3.1.2 The State in which the aerodrome is located is responsible for ensuring that aerodrome operators specify the location of noise sensitive areas and/or the location of noise monitors and their respective maximum allowable noise levels, if applicable. Aircraft operators are responsible for developing operating procedures in accordance with this chapter to meet the noise concerns of aerodrome operators. The approval of the aircraft operators’
procedures by the State of the Operator will ensure that the safety criteria contained in 3.3 of this chapter are met.
3.1.3 The appendix to this chapter contains two examples of noise abatement departure climb procedures. One example is designed to alleviate noise close to the aerodrome, and the other is designed to alleviate noise more distant from the aerodrome.
Operational Limitations (Section 7, Chapter 3.2)
The pilot-in-command has the authority to decide not to execute a noise abatement departure procedure if conditions preclude the safe execution of the procedure.
Aeroplane operating procedures for the departure climb shall ensure that the safety of flight operations is maintained, while minimizing exposure to noise on the ground. The following requirements need to be satisfied:
1. All necessary obstacle data shall be made available to the operator together with the procedure design gradient to be observed.
2. Conduct of noise abatement climb procedures is secondary to meeting obstacle clearance requirements.
3. The power or thrust settings specified in the aircraft operating manual are to take account of the need for engine anti-icing when applicable.
4. The power or thrust settings to be used subsequent to the failure or shutdown of an engine, or any other apparent loss of performance, at any stage in the take-off or noise abatement climb, are at the discretion of the pilot-in-command, and noise abatement considerations no longer apply.
5. Noise abatement climb procedures are not to be required in conditions where wind shear warnings exist, or the presence of wind shear or downburst activity is suspected.
6. The maximum acceptable body angle specified for an aeroplane type shall not be exceeded.
Development of Procedures (Section 7, Chapter 3.3)
3.3.1 Noise abatement procedures shall be developed by the aircraft operator for each aeroplane type (with advice from the aeroplane manufacturer, as needed) and approved by the State of the Operator, complying at a minimum with the following safety criteria:
1. Initial power or thrust reductions shall not be executed below a height of 240 m (800 ft) above the aerodrome elevation.
2. The level of power or thrust for the flap/slat configuration, after power or thrust reduction, shall not be less than:
a. For aeroplanes in which ‘derated’ take-off thrust and climb thrust are computed by the flight management system, the computed power/thrust; or,
b. For other aeroplanes, normal climb power/thrust.
3.3.2 To minimize the impact on training while maintaining flexibility to address variations in the location of noise sensitive areas, the aeroplane operator shall develop no more than two noise abatement procedures for each aeroplane type. It is recommended that one procedure should provide noise benefits for areas close to the aerodrome, and the other for areas more distant from the aerodrome.
3.3.3 Any difference of power or thrust reduction initiation height for noise abatement purposes constitutes a new procedure.
Noise Abatement Departure Climb Guidance (Appendix to Chapter 3)
1.1 Aeroplane operating procedures for the departure climb shall ensure that the necessary safety of flight operations is maintained, while minimizing exposure to noise on the ground. The following two examples of operating procedures (described in narrative and in pictorial format in the amended text contained in the State Letter) have been developed as guidance and are considered safe when the criteria in 3.2 are satisfied. Each describes one method, but not the only method, for providing noise reduction for noise-sensitive areas (a) in close proximity to the departure end of the runway and (b) for areas more distant from the runway.
1.2 The two example procedures differ in that the acceleration segment for flap/slat retraction is initiated either prior to reaching the maximum prescribed height or at the maximum prescribed height.
End of excerpt (see comments that follow)
Comments
Paragraph 3.1.2 makes clear the separate but complementary responsibilities of the aerodrome operator and of the aircraft operator. Thus, the former must not tell the latter how to fly his aircraft.
Paragraphs 3.3.2 and 3.3.3 limit the complexity that could be faced by flight crew if more than two procedures were to be specified for use on the aircraft type they operate.
Paragraph 1.1 in the Appendix explains that the two methods described are only examples, and that operators should specify departure profiles that must be approved by their ‘State of Registry’ before use.
SECTION 22 - HOLDING PATTERNS by Captain C.N. White FRAeS ACKNOWLEDGEMENT
My grateful thanks go to Captain Ralph Kohn FRAeS, friend and colleague, in that, without the wealth of his experience as a senior B747-400 flight inspector for The Civil Aviation Authority; the task would have been very onerous. His knowledge and legal mind have clarified many grey areas that have existed in aviation for so many years. His assistance and suggestions, which he offered whilst I was producing these words, have been invaluable.
Captain C.N. White FRAeS.
22.1 INTRODUCTION
Although you are an experienced airman and clearly well versed in the art of ‘Holding’, this section might well offer a few tips that may be new to you, nonetheless.
For those that do not have the benefit of an EFIS flight deck, reference to the relevant section will make the job easier and hence increase safety. Everything about holding patterns has been placed into this section (22) to make reference easier for the pilot. Sub-section 22.4.3 will also help to establish the correct entry procedure, when confronted with a holding pattern.
Entry into the hold, and the actual holding, cause pilots much worry and concern. This uses-up any spare capacity and reduces safety at a critical moment in the operation of an aircraft whilst in a congested area. The following notes are for assistance in determining the easiest way to achieve the correct hold entry, followed by an accurate hold in an aircraft.
The contents are orientated towards the jet, but the same limitations apply to non-jet aircraft, with some differences, depending upon local rules.
This guidance does not in any way supersede official publications.
22.2 THE STANDARD HOLDING PATTERN
The Standard holding pattern is a right hand hold, see (Figure 22-1) The Aircraft HEADING, not Aircraft track at the time of reaching the holding fix, determines the type of entry that is made. A Standard hold means turns to Starboard. Let
‘S’, as the first letter of each word, link both words in your mind to remind you which way to turn, should you forget.
22.2.1 Turns
All turns are to be made at a bank angle of 25º or at a rate of 3º per second, whichever requires the lesser bank. The bank angle of 25º generally applies to jet aircraft. Light twins use 3º per second, a rate one turn.
22.2.2 Wind Allowance
All procedures shown on the diagrams depict TRACKS and pilots should attempt to maintain this track, by making allowance for known wind. This is achieved by applying corrections to both heading and timing during entry and while flying in the holding pattern. The minimum outbound time in strong tail winds is 30 seconds, for entry and hold. Time correction for head (+) or tail (-) wind components to remain within the protected area:
1. Add/subtract 1 second for each knot of wind component up to 50 knots.
2. Above 50 knots add/subtract an additional 1 second for each 2 knots of wind component over 50 knots.
For example, with a Wind of 70 kts : - a. Up to 50 kts = 50 seconds.
b. 50 to 70 kts = 20 ÷ 2 = 10 seconds.
c. Total time = 60 seconds.
d. If this is a tail wind, the minimum outbound timing is 30 seconds.
e. If this is a head wind, then the outbound timing is 2 minutes (1 minute plus a further 60 seconds) if at or below 14,000 ft.
22.2.3 Instructions to Hold
Where a holding pattern is promulgated or illustrated, whether on an Airways chart or an Approach plate, ATC will say,
"Hold at Brookman's Park". In which case the published inbound Track / Radial must be flown and turns made in the direction depicted by the illustration, after the appropriate "Entry."
The standard phraseology used by ATC when instructing an aircraft to hold elsewhere i.e. “En Route,” will be “Hold on the 030º Radial, Right turns.” This means fly inbound to the fix on the reciprocal track of 210º, then make a right turn on reaching the fix and take up the hold. It is now for the pilot to decide what type of entry is required.
ATC may require that the hold be flown on specifically timed legs at a given speed. Some holds will not be done on time but rather on a DME distance as shown in figure 22-2A.
In the following diagrams, by using the “HSI or RMI,” the pilot can visualise the hold and subsequently the entry required to take up that hold. (Figures 22-2A, 22-2B & 22-2C refer)
22.2.4 Holding on Distance (illustrates a procedural ‘hold’ at 5 miles DME from station). [Figure 22-2A refers]
22.2.5 Standard Hold Entries
[Figures 22B & 22-2C together refer]